Double-passage antidetonation cylinder head for internal-combustion engines



Jan. 17, 1928. 7 1,656,358

" A. MOORE DOUBLE PASSAGE ANTIDETONATION CYLINDER HEAD FOR INTERNAL COMBUSTION ENGINES Filed Jan. 5, 1927 2 Sheets-Sheet 1 Amy/m WO Z Z ATTORNEY Jan. 17,192 1,656,358

A. MOORE DOUBLE PASSAGE ANTIDETONATION CYLINDER HEAD FOR INTERNAL COMBUSTION ENGINES Filed Jan. 5, 1927 2 Sheets-Sheet 2 mv NTOR 4r/ /yZ/7 dare. BY

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ATTORNEY Patented 17, 1928.

' UNITED STATES "PATENT 1110033, or m ou, n. Y.,- moon conrona'rron, or NEW YORK, n.

DOUBLE-PASSAGE A NTDETONATION HEAD mamas.

Application ma January a, ran. Serial :0. 15am.

My invention is of a cylinder head for internal combustion engines.

The object of .the invention is the ,provision of a cylinder head, which is so con- 5 structed as .to prevent detonation and preignition. The present invention is distmgulshed from the invention of my application Serial No. 158,484, for anti-detonation cylinder head for internal combustion en- 10 gines, filed on even date herewith, prmclpally by the provision of a double assage or passage at each side of the com ustion chamber in the cylinder head, instead of the single passage at one side thereof disclosed in said copending apfilication.

The invention is ustrated herein as applied to an L-head engine to which it is well adapted, but may be made use of with other engines; L-head engines can be equipped at manufacture with cylinder heads of my invention, or new heads can be installed as a replacementproposition on old engines- In the accompanying drawings, Fig. 1 1s a fragmentary plan view of a cylinder head 85 with the top wall or ceiling of the combustionchamber therein indicated by dotted lines Figs. 2, 3 and4 are sectional views on the lines 22,. 3-53,- and 4-4, respecti'vely, of 1, and F1 5 is a fragmentary plan view 0 p a taken off the engine and inverted.

With my invention as applied to'an L- head engine, the end of t e combustion chamber 12 which is over the and exhaust valve 16, is left wide open in ,the usual manner so asto permit free valve movement and provide plenty of room for ingress and egress movements of the charge inlet valve 14 and the gaseous products of comustion.

The spark lug 18 ispreferabl located in the hole 20 ormed in the over the intake valve 14;.

Adjacent to the space 10 over the valves cylin er head 22 L 5 andtoward the cylinder bore 24, I form the cylinder wall head so that freely open passages and 26, of the full height of the combustionchamber, are rovided atgeach side of the combustion c amber for com-- a munication from the over-valve part 10 of the combustion chamber 12 to that part 28 I the provision of flat when viewed in plan.

cylinder ead shown as being of the combustion chamber oar-ICE,

axon, BY MESNE assrenimnms, 22,1 conronanorr or namwana.

son mailman-convene! over the cylinder bore 24 and vhead of piston 30, while intermediate of the passages 25 and 26, lo-' cated on the sides of the combustion chamber 12 adjacent to the intake valve 14 and the exhaust valve 16 respectively, the communi-' cation between the chamber parts 10 and 28 is; confined to the passage 32, which is quite narrow or small in vertical dimension andserves to permit a reduced and retarded movement of gases therethrough relatively to th and more open passages 25 Beyond the narrow or the ceiling of the part 28 of chamber 12 is raised eir free movement through the higher and 26.

low passage 32, the combustion by gradual steps, as by or=tread surfaces 34: and .1188! surfaces 36, which are preferably of (substantially concentric arcuate formation These ste substanti of the com See Figs. 1 and 5-. ped surfaces preferably extend all the way across the part 28 ustion chamber to the end 38 thereof opposite the end containing the valve chamber 10.

The face 40 of the downwardly in the projection 42 extending combustion chamber is preferably made substantially straight up and down, so that movement of gases in the combustion chamber part 10 is ,principally through the long way of suchchamber part 10.

The operation (necessarily in large art assumed because not directly observa comprises eflicient agitationand thecharge particularly on and also, onthe compresslon stroke.

le)f' mg 0 the intake stroke,

though perhaps with less violence, f

On the inlet stroke the principal at of theincoming charge passes from com ustion chamber,part 10 to part 28 thereof through the high passales25 and 26, and is practievenly 'stributed call while 26, the S 10 through the lon doing pass over an ta cooling the exhaust valve. of the intake gases passes passage 25 is not so wide as passage gases going through the latter pasmust first traverse the therebetween, as

chamber part way thereof and in so kc up heat from exhaust valve 16, thus heating the gases and A smaller part a through the con-' the charge gases within the cylinder. On compression the' movement is substantially the reverse of that taking placeduring inpacity 414, filed July 28, 1926; Serial No.

take. The a 'tation prevents preignition by taking heat omany parts which may tend to get too hot and transferring it to the jacket walls.

Upon ignition by the spark plug 18 located at the end'of space 10 next to passage 25, there is a free propagation of flame through passage 25 into the part 28 of the combustion; chamber, and a similarly free but somewhat longer passage through the long way of combustion chamber part 10 and the wider passage 26 into the combustion chamberpart 28. Between passages 25 and 26 there is a relatively retarded flame propagation throu h the constricted'passage 32, all as indicate by heavy and light arrows respectively in Fig. 5. Thusthe flame wave from behind the relatively abrupt or straight up and down wall part 40 on the valve side of the projection 42 extending downward in the combustion chamber ceiling, reaches the gases in the'combustion chamber part 28 from three-directions and at slightly diflerent intervals of time, and furthermore the step and riser construction of the ceiling of the chamber part28 affords opportunity for repeated expansion steps taking fplace therein, so that with the eaor repeated expansion of the gases, and with the agitation which is taking place, and the propagation of flame in difierent directions and at diflt'erent intervals of time, there is complete absence of possibility of any stagnant pockets of charge material gettmg. to a conditionof temperature and pressure to cause their fiashing'into self-ignition and thereby producingthe effect of so-called detonation. y, I

' The subject matter of my invention disclosed in this application and not claimed therein is disclosed and claimed in part in my copending application Serial No. 158,484, filed January 3,1927, and in art in one or more of the following copen ing applicatlons filed by me: Serial No. 125; 140,726, 142,230, 142,231, 143,317, 145,212,

filed October 11, 1926; Serial No.

filed October 18, 1926; Serial No.

filed October 18, 1926; Serial No.

filed October 22, 1926; Serial No filed October 30, 1926. I claim:

1. A cylinder head for four-cycle internal combustion engines, having a combustion chamber of material height over the valves and over the cylinder, bore, and havin 1pas-= sages of material height between sai combustion chamber parts, with an intermediate passage which is relatively narrowed down in height.

2. A cylinder head for four-cycle internal combustion engines, having a combustion chamber of material height over the valves and over the cylinder bore, and'having passages of material height along the sides of the combustion chamber and extending between said combustion chamber parts, with an intermediate passage which is relatively narrowed down in height and thereby constricted.

3. A cylinder head for four-cycle L-head I internal combustion engines, having relatively high combustion chamber parts over the valves and over the cylinder bore respectively, a relatively low passage between said combustion chamber parts, and relatively high passages therebetween adjacent to the intake valve and the exhaust valve respectively.

4. A cylinder head for four-cycle L-head internal combustion engines, having the combustion chamber part over the cylinder bore formed with a ceiling of abruptly changing heights, and a relatively high combustion chamber part over the valves with relatively high side passages, and a relativel low intermediate passage from the combustion chamber part over the valves to v substantially into proximity with the cylinder block from near the inlet valve side of the combustion chamber to near the exhaust valve side thereof, said extension having an abruptly descending face on the side thereof presented toward the valves, whereby the valves work in a combustion chamber part which is in communication with the come,

bustion chamber part over the cylinder bore through passages left on each sideof said!" pro ection and through a narrow passage left under said projection, the side of said projection away from the valves being formed into substantially arcuate alternate step and riser surfaces. producing a gradual increase in height of the combustion chamher in the direction away from the valves.

7. A cylinder head for four-cycle L-head internal combustion engines, having the combustion chamber part. near the cyhnder bore formed with a of abruptly changing heights increasing as the distances from the valves are increased, and a relatively high combustion chamber part over the valves, with relatively high side passages and a 5 relatively low intermediate p from the combustion chamber part over the valves to that over the cylinder bore, the high passage adjacent to the exhaust valve being wider than that adjacent to the inlet valve, and a spark plu in said cylinder head 10 located substantialfy over the intake valve.

In testimony whereof, I have signed my name hereto.

ARLINGTON MOORE. 

